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A. n. SHELDON. CARBURETER.

APPLICATION FILED FEB- 5. I918.

Patented Dec. 2,- 1919.

2 SHEETSSHEET 1.

INVENTOR. fli ka fi efaiaa ATTORNEYJ A. 0. SHELDON. CARBUR ETER. APPLICATION HLED FEB. 6.1918,

132331 9. Patented Dec. 2,1919.

2 SHEETSSHEET 2.

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ALVIN D. SHELDON, OF SAN TA MONICA, CALIFORNIA.

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Specification of Letters Patent.

Patented Dec. 2, 1919.

Application filed February 6, 1918. Serial No. 215,670.

To all whom it may concern:

Be it known that I, ALVIN D. SHELDON, a

' citizen of the United States, residing at Santa. Monica, in the county of Los Angeles and State of California, have invented new and useful Improvements in Carbureters, of

which the following is aspeciflcation.

My object is to make an improved carbureter, for internal combustion engines, having means for accumulating and maintaining an air supply to assist in the opera tion of the carbureten.

Figure 1 is a perspective view of a carbureter embodying the principles of my invention applied to an engine ready for use, parts of the engine being omitted.

Fig. 2 is an enlarged vertical sectional 1' detail on the lines 22 of Figs. 1 and 3.

Fig. 3 is a horizontal sectional detail on the line 33 of Fig. 2.

Fig. 4 is a perspective view of the graduated air valve plug.

Fig. 5 is an enlarged fragmentary sectional detail on the same plane as Fig. 2, the

view being taken on the lines 5-5 of Figs.

. 3 and 6.

Fig. 6 is a vertical transverse sectional detail on the lines 6-6 of Figs. 2, 3 and 5.

Fig. 7 is a view analogous to Fig. 4 and snowmg the parts in different positions.

The carburetor casing comprises a flange 1 having bolt holes 2 registering with the bolt holes in the manifold flange 3, and a passage 4 registering with the passage 5 in the manifold. The tubular neck 6 extends downwardly from the flange 1 a considerable distance, and the enlargement 7 extends downwardly from the tube 6. The throttle valve 8 is mounted in the upper part of the tube 6. The air valve casing 9 is formed transversely in the enlargement 7 the float shell 10 eittends'horizontally from the enlargement 7 substantially on a level with the valve casing 9, and a neck 11 connects the chamber 12 of the shell 10 to the valve casing 9; there being a port 13 through the neck 11 from the chamber 12. A plugged opening 14 is formed in the shell 10 through which the drill is inserted to make the port 13. The float valve construction 15 is mounted in the shell 10. The intake elbow 16 extends downwardly from the enlargement 7. The parts 1, 6, 7, 9, 10, 11 and 16 are all cast integral.

Nipples 17, 18, 19 and 20 extend upwardly from the valve casing 9 in a. straight horizontal transverse row. A bore 21 is formed 1n the valve casingbody under the nipples 17, 18, 19 and 20 crosswise of the inner end of the port 13, the end of the bore 21 being closed by a plug 22, so that fuel will flow from the chamber 12 through the port 13 to the bore 21. Vertical bores 23, 24, 25 and 26' are formed downwardly through the nipples 17 18, 19 and 20 into the bore 21 and smaller bores 27,223,, 29 and 30 are drilled downwardly from the bore 21 through the wall of the valvecasing 9 to the valve casingchamber 31, said bores 27, 28, 29"and 30 being centered relative to the bores 23, 24, 25 and 26, and'air nozzles 32, 38, 34 and 35 are inserted downwardly through the bores 23, 24, 25 and 26 and driven tightly into the bores 27, 28, 29 and 30, said nozzles extending through the bore 21 and through the bores 23, 24, 25 and 26 and to oints above the upper ends of the nipples 1 18, 19 and 20. Each of the air nozzles 32, 33, 34 and 35 has a tapered upper end 36 and an. outlet orifice 37. v

v The fuel nozzles 38, 39, 40 and 41ers driven tightly upon the nipples 17, 18,119

and 20, each of saidfuel nozzies 'havin a.

sis

nearly to the tips of the air nozzles and establish a level on a line 44 corresponding to the level of the motor fuel in the chamber. 12 on the line 45. The normal levels 44 and 45 of the motor fuel may be regulated as de sired by regulating the float valve construction 15. i

The valve casing bore 31 of the valve casing 9 is tapered. and the air valve plu 46 is correspondingly'tapered and fits tig tly and rotatively in the bore 31. A chamber 47 is formed in the plug, one side of said charm her having a straight longitudinal face 48 and the other side of said chamber having an inclined or winding face 49 the faces 48 and 49 coming together at the point 50 of the plug and being wide apart at the base 51 of the plug. The end face 52 of the plug ice is squared transversely of the axis and a I and small end of'the bore ,31 through the tending at right angles from the crank arm .61 fixed upon the stem 62 of the throttle valve that when the throttle valve isoperat'ed, the lug 46 is simultaneously 0perated. The a justment between the throttle valve 8 and the plug 46 is provided by the' adjusting construction 59 and this construction, as shown, consists of a pipe nipple having right and left threads on its ends screwed into hinge members 63 and 64 connected to the hinge pins 65 and 66 parried by the arms 57 and 60. v

A chamber 67 is formed by making the plug 46 shorter than the hore31, said chamber 67 being outside of the face 52 of the plug. A cap 68 is secured to the head ofthe valve casing 9 by cap screws 69, so as to cover the chamber 67, and the air pipe 7'0 is connected to the cap 68 by a union 71 so as to discharge air into the chamber 67, and the air will pass through the port 53 to jthe chamber 47. and from -the chamber through the uncovered ones of the air n zles 32, 33, 34 and 35. An air tank"! connected to the other end of the airtp ip'eg 70, an air pump 73 is connected to be ated by the engine, and a pipe 74f the air pump to the air tank 72,.sothlt the engine is running a constant.;-s tippl air is pumped to the tank 72, the s p y.- varying in direct proportion to the speedof the engine. The air nozzles 32, 33, i3 tfitnd' 35 are all closed by the rotation of; the plug 46 bringing the smooth face 75- under the bores 27 28, 29 and30. Then as the throttle fhenonahidabf which is he'cally ositioned valve 8 starts to open, the plug 46 will rotate so that the face 49 will pass toward the air valve openings and the opening will first be uncovered to allow alr'to pass throu h the'nozzle 35, and continued rotation of te plug in the same direction will successively 0 en the nozzles 34, 33 and 32, and the noz- 2 es will open and close in direct proportion to the opening and closing of the throttle S. The compressed air passing through the noz- 3;. z1es. 32, 33, 34 and will produce an atomizer effect to draw the motor fuel out of the .Ifue'l nozzles 38, 39, and 41,.the motor fuel being thoroughly atomized in this operation.

' Various changes may be made in the details of construction without departing from thekspirit of my invention 'as claimed.

Iclaim: I .1. In a carburetor, a valve casing having a tapered bore, a tapered plug in the bore and having a chamber, one side of which is helically positioned upon the face of the plug, a plurality of air nozzles leading from the tapered bore in, position to be opened and closed successively by the inclined face of the plug, fuel nozzles mounted around the air nozzles and registering therewith, and means for leading fuel to the fuel nozzles.

2. In acarbureter, a tubular neck forming an air passage having an air intake at its lower end, a valve casing mounted crosswise 1 of the air passage through the tubular neck, said valve casing having a tapered bore, a tapered plug in the bore and having a champen thefface ofthe plug,l'ajp;lurai ity of air .iiozzle s" leading from the taP red hore an discharging upwardly in a row across the air passageand in position to be opened and sod ssively by the inclined face of plug, e1 nozzles mounted around the airn'ozzles and registering therewith, and means for leading fuel to the fuel nozzles.

, In testimony whereof I have signed my name to this specification.

ALVIN D. SHELDON. 

